The design trends to watch in the 2022 F1 car launches


Although the VF-22 may be different when it appears at the first test, the early snapshot was enough to provide some insight into how teams have approached things in a different way to the FOM show cars we saw last year.

As F1 now builds up for a run of launches this week, including Red Bull, Aston Martin and McLaren, there are some key areas that can be focused on where teams may make different choices in their quest for performance.


One area where teams did things very differently in the past was with car length.

If we compare this year’s rules to last year’s, we’ll note that whilst the wheelbase (the measurement between the axle lines) might not seem dissimilar to the cars we’ve had recently, the introduction of a maximum wheelbase measurement will stop them from increasing further still.


As seen in the illustrations of the 2022 cars, the area where we might see the most design divergence is in the sidepods. The green highlighted bodywork shows the general shape of the sidepod, whilst the orange highlight depicts the undercut region.

The new regulations alter numerous criteria that have an impact on their design, such as the upper side impact protection spar. This is now required to sit at least 60mm higher than before, and all but rules out the use of the high inlet designs that Ferrari introduced in 2017 and the entire grid ran last season.

The introduction of several reference volumes, plus surfaces that must be adhered to in regards to the design of the sidepod and engine cover, will also prevent teams from using winglets and fences in the immediate vicinity of the sidepod’s inlet.

However, as we have already seen from the Haas livery reveal, teams will be prepared to think very differently to the options presented by FOM.

Whereas the FOM show cars and renders suggested long, high-waisted sidepod bodywork, with a supplementary cooling panel in some instances, the teams will more likely adopt much shorter and aerodynamically beneficial designs as they have over the course of the last few years.

As is always the case, this will be dictated by the components that are housed within, with the designers looking to tightly shrink-wrap the bodywork around a variety of radiators, intercoolers and electronics that are all packed inside and require a supply of cold air to operate at their optimum.


At the rear of the car, there will undoubtedly be some decisions to be made over the design of the transmission casing.

This can not only have an impact on the wheelbase and positioning of other structures and elements, but it can also influence the design of the coke bottle region.


Circling back to the front of the car, the shape of the nose cone is also much more tightly constrained for 2022, as the sport makes another attempt at forcing teams into a more aesthetically pleasing lower tip and domed upper surface that also blends well with the shape of the chassis.

There’s some freedom in terms of the length of the nose in relation to the position of the front wing, but this will also be dictated by the position of the front axle, which must sit somewhere between the front edge of the chassis and 100mm behind it.

The wholesale change in how the front-end aerodynamics connect to those in the middle of the car might see teams make different choices than they have in the past in this respect. It’s something that we’ve seen teams correct during the course of a season too, with the Lotus E21 being the most recent recipient of such an alteration.

Therefore, it will be interesting to see how each of the teams manage this positioning, and if there’s any changes as time goes by as everyone converges towards the best solution.



Another area where we might see teams make different design choices is with the front suspension, as there’s already a suggestion that McLaren will make the shift to pull rod, rather than push rod, as it did in 2013.

Ferrari has the most experience of this in recent…

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